Air induction system and assembly method for an intake manifold with a single shaft and sensor for activating air control valves

ABSTRACT

The present invention utilizes a single shaft with cam-actuated control valves and one linear solenoid for control of air flow control vales in the air induction system for a V-type engine. According to various exemplary embodiments of the present invention, the single shaft and one sensor are utilized to activate all control valves. Additionally, the present invention can also be used in in-line engines. Advantageously, the present invention utilizes one moving shaft and sensor to activate all control valves on both sides of the intake manifold without restricting air flow by locating the shaft in the middle of the manifold—lower housing. Further, the control valves are not attached with screws, thus eliminating a tolerance stack-up at assembly problem. The air induction sub-system can be manufactured with metals or plastic, or any combination thereof.

CROSS-REFERENCE TO RELATED APPLICATION

This application is a Divisional of U.S. patent application Ser. No.11/609,918, filed Dec. 13, 2006 now U.S. Pat. No. 7,302,903.

FIELD OF THE INVENTION

The present invention relates generally to an air induction system foran internal combustion engine and more particularly to a subsystemincluding intake air flow valves in the engine intake manifold systemwith one shaft and one sensor to activate all valves.

BACKGROUND OF THE INVENTION

In internal combustion engines, air is mixed with fuel in one or morecombustion chambers. Engine intake manifolds supply the air/fuel mixtureto the combustion chambers. Engine intake manifolds also perform airinduction to provide a constant and steady air flow to the combustionchambers. Air flow control valves in the intake manifold are used tocreate air tumble and swirl to achieve a better burn of air when mixedwith fuel in the combustion chambers. Advantageously, air tumble andswirl reduces fuel consumption by optimizing the air/fuel mixture in thecombustion chambers, lowers the level of emissions, and provides betterengine performance. In operation, air flow control valves are configuredto restrict and allow air flow through intake manifold ports, thuscreating additional air tumble and swirl during intake of the air/fuelmixture in the combustion chambers. This air tumble provides an improvedcombustion rate at low revolutions per minute (RPM) through a betterburn of the air/fuel mixture in the catalytic converter.

Traditionally, the intake manifolds require two rotating shafts with alinkage and driver, or two drivers with additional position sensors foractuating the air flow control valves. Additionally, most currentdesigns locate the shafts in the middle of the intake ports, thuscreating a restriction of air flow that impacts performance at high RPM.Existing systems utilizing a center shaft to operate valves for bothsides of the intake manifold utilize gear and linkages.Disadvantageously, these systems suffer performance degradation due toslop between gears, are complex to assemble, and can suffer from thebending of the linkage arms.

Systems and an associated assembly method are thus needed for a singleshaft to operate air flow control valves for both sides of an intakemanifold in a ‘V’ type engine without gears and linkages.

BRIEF SUMMARY OF THE INVENTION

The present invention utilizes a single shaft with cam-actuated controlvalves and one linear solenoid for control of the air flow control valesin the air induction system for a V-type engine. According to variousexemplary embodiments of the present invention, the single shaft and onesensor are utilized to activate all control valves (e.g., six controlvalves for a V6 engine, eight control valves for a V8 engine, etc.).Additionally, the present invention can also be used in in-line engines.

The single shaft includes a fixed tube shaft with a moveable centershaft disposed inside the tube shaft. The tube shaft includes opengrooves through which small dowel pins are inserted into the moveablecenter shaft. The control valves include an opening in their base intowhich the tube shaft slides. The base opening of the control valvesincludes an angled cam groove through which the dowel pins fits. Thedowel pins are attached to the moveable center shaft, and movement ofthe center shaft engages the dowel pins with the angled cam grooves inthe control valve base. The angle of the grooves includes radii at sharpedges to rotate the control valve responsive to the linear center shaftmovement.

Advantageously, the present invention utilizes one moving shaft andsensor to activate all control valves on both sides of the intakemanifold without restricting air flow by locating the shaft in themiddle of a manifold lower housing. Further, the control valves are notattached with screws, thus eliminating a tolerance stack-up at assemblyproblem. The air induction sub-system can be manufactured with metals orplastics, or any combination thereof. Finally, the same air inductionsub-system can be used on any engine such as V-types, in-line, and thelike.

In an exemplary embodiment of the present invention, an air inductionsystem of an intake manifold of an internal combustion engine utilizinga single shaft and sensor to activate all air control valves includes astationary tube shaft comprising a plurality of slot openings; one ormore control valves each including a base with an opening and a flapconnected to the base, wherein the stationary tube shaft fits within theopening of each of the one or more control valves; a moveable centershaft disposed and configured to move linearly within the stationarytube shaft; and a plurality of dowel pins attached to the moveablecenter shaft and extending through the plurality of slot openings,wherein linear motion of the moveable center shaft engages the dowelpins in an angled cam groove in the base of each of the one or morecontrol valves to activate the one or more control valves. The angledcam groove includes radii at sharp edges allowing one of the pluralityof dowel pins to slide through the angled cam groove to translate linearmotion from the moveable center shaft to activate the control valve.Further, the radii at sharp edges are oriented accordingly to translatelinear motion from the moveable center shaft to activate the one or morecontrol valves. The moveable center shaft is operable to activate theone or more control valves located on both sides of the intake manifold.The air induction system is utilized in a ‘V’-type engine or an in-lineengine. The one or more control valves are configured to restrict airflow through an intake port in the intake manifold when the moveablecenter shaft is in a first position and configured to allow air flowthrough an intake port in the intake manifold when the moveable centershaft is in a second position. Optionally, the air induction systemfurther includes a motor configured to selectively move the moveablecenter shaft to a first position to engage all of the one or morecontrol valves and to a second position to disengage all of the one ormore control valves, and a position sensor operable to determine theposition of the moveable center shaft. The motor includes one of alinear induction motor and a rotating motor with an arm connected to themoveable center shaft, and the sensor includes a Hall Effect sensor. Theone or more control valves are not attached with screws, thuseliminating a tolerance stack-up at assembly problem.

In another exemplary embodiment of the present invention, an airinduction method utilizing a single shaft and sensor to activate all aircontrol valves includes the steps of selectively moving a moveablecenter shaft to a first position to engage a plurality of control valvesto restrict air flow through intake ports of an intake manifold, andselectively moving the moveable center shaft to a second position todisengage the plurality of control valves to allow air flow throughintake ports of the intake manifold; wherein the moveable center shaftis configured to engage an angled cam groove in the base of each of theplurality of control valves with a dowel pin, and wherein the angled camgroove includes radii at sharp edges operable to translate linear motionof the moveable center shaft to engage and disengage the plurality ofcontrol valves. The moveable center shaft is configured to engage anddisengage the plurality of control valves on both sides of a ‘V’-typeengine intake manifold.

In yet another exemplary embodiment of the present invention, anassembly method for an air induction system utilizing a single shaft andsensor to activate all air control valves includes the steps of placinga plurality of control valves in ports in a manifold lower housing,threading a tube shaft through an opening in the manifold lower housingand through the bases of the plurality of control valves, threading amoveable center shaft through the center of the tube shaft, moving thetube shaft to expose slot openings of the tube shaft in slot openings ofthe manifold lower housing, lining up pin holes in the moveable centershaft with the slot openings in the tube shaft, inserting pins in thepin holes in the moveable center shaft, moving the moveable center shaftback to engage a groove in the base of each of the plurality of controlvalves with the pins, re-positioning tube shaft to line up with holes inthe manifold lower housing, and inserting roll pins in the holes in themanifold lower housing.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention is illustrated and described herein with referenceto the various drawings, in which like reference numbers denote likesystem components and/or method steps, respectively, and in which:

FIGS. 1 a-1 b illustrate a cross-sectional perspective view and anexpanded cross-sectional perspective view of an engine intake manifoldwith a control valve according to an exemplary embodiment of the presentinvention.

FIGS. 2 a-2 b illustrate cross-sectional perspective views of an engineintake manifold with a control valve restricting and allowing air flowaccording to an exemplary embodiment of the present invention.

FIGS. 3 a-3 b illustrate front and side perspective views of themanifold lower housing equipped with control valves.

FIGS. 4 a-4 b illustrate bottom perspective views looking into the portopening of a portion of the manifold lower housing equipped with controlvalves restricting and allowing air flow according to an exemplaryembodiment of the present invention.

FIGS. 5 a-5 b illustrate top diagonal perspective views of a portion ofthe manifold lower housing equipped with control valves restricting andallowing air flow, and illustrating views of the base of the controlvalves to show the angled cam grooves.

FIG. 6 illustrates a top view of control valves showing dowel pinsengaged in angled cam grooves.

FIG. 7 illustrates a top view of the manifold lower housing with sixcontrol valves for a V6 engine according to an exemplary embodiment ofthe present invention.

FIGS. 8 a-8 b illustrate perspective views of the stationary tube shaftwith bases of control valves encompassing the tube shaft with thecontrol valves inside the manifold lower housing.

FIGS. 9 a-9 b illustrate isolated perspective views of the base of thecontrol valve and a side view of the control valve showing the relativeposition of the control valve engaged and disengaged.

FIGS. 10 a-10 c illustrate perspective views of exemplary embodiments ofcontrol valves.

FIGS. 11 a-11 b illustrate the manifold lower housing including motorsconfigured to actuate the moveable center shaft and sensor to sense theposition of the control valves based on the position of the centershaft.

FIG. 12 illustrates an exemplary method for assembling an air inductionsystem of the present invention.

DETAILED DESCRIPTION OF THE INVENTION

The present invention utilizes a single shaft with cam actuated controlvalves and one linear solenoid for control of the air flow control valesin the air induction system for a V-type engine. According to variousexemplary embodiments of the present invention, the single shaft and onesensor are utilized to activate all control valves (e.g., six controlvalves for a V6 engine, eight control valves for a V8 engine, etc.).Additionally, the present invention can also be used in in-line engines.

The single shaft includes a fixed tube shaft with moveable center shaftinside the tube shaft. The tube shaft is fixed to the manifold lowerhousing with roll pins. The tube shaft includes open grooves throughwhich small dowel pins are inserted into the moveable center shaft. Thecontrol valves include a base opening in which the control valves slideinto the tube shaft. The base opening of the control valves includes anangled cam groove through which the dowel pins fit. The dowel pins ateattached to the moveable center shaft, and movement of the center shaftengages the dowel pins with the angled cam grooves in the control valvebase. The angle of the grooves includes radii at sharp edges to rotatethe control valve responsive to the linear center shaft movement.

For illustration purposes, this disclosure utilizes a V6 engine manifoldwith the present invention. The present invention can also be used toother V-type engines and in-line engines. Further, the figuresillustrate the intake manifold without other components such ascombustion, chambers, fuel injection, etc.

FIGS. 1 a-1 b illustrate a cross-sectional perspective view and anexpanded cross-sectional perspective view of an engine intake manifold 5with a control valve 10 according to an exemplary embodiment of thepresent invention. FIG. 1 a illustrates the intake manifold 5 showing across-section of one port 36, and FIG. 1 b illustrates a detailed viewof the port 36.

The intake manifold 5 includes a manifold lower housing 20 bolted to amanifold upper housing 30 by multiple bolts 42. The intake manifold 5includes multiple ports 36 configured to provide an optimized and evenlydistributed flow of air to combustion chambers (not shown) which attachto the manifold lower housing 20 at port openings 22 a, 22 b, and 22 cand to port openings on the other side of the manifold lower housingwhich are not shown. The manifold upper housing 30 includes portopenings 32 a-32 e through which air enters the manifold 5. Air flowsfrom the openings 32 a, 32 b, and 32 c to the ports 22 a, 22 b, and 22c. Additionally air flows from the openings 32 d and 32 e to portslocated on the other side of the manifold lower housing 20 which are notshown. The manifold upper housing 30 and manifold lower housing 20 eachform a portion of the manifold ports 36. Carburetors and throttle bodiesare configured to attach to an upper manifold (not shown) which can bemounted to the manifold upper housing 30 through holes 34. Additionally,a fuel rail 40 provides distribution of fuel to the injectors orcarburetors.

The control valve 10 is located in a slot 24 which is cut into themanifold lower housing 20. The control valve 10 is configured torestrict and allow air flow through the ports 36 to create air tumblefor improved engine combustion stability. Advantageously, the presentinvention utilizes a single shaft to activate all control valves 10 intandem, and the single shaft utilizes one range of motion for activatingcontrol valves 10 on both sides of the manifold 5.

The base of the control valve 10 includes an angled cam groove 18 and anopening through which a tube shaft 12 fits. The tube shaft 12 isconfigured to remain fixed to the manifold lower housing 20 via rollpins in holes 52 located in the manifold lower housing 20. The tubeshaft 12 includes a moveable center shaft 14 through the tube shaft 12center. The tube shaft 12 also includes a slot 62 where a dowel pin 16is inserted into the moveable center shaft 14. The dowel pin 16 isconfigured to engage and move along the angled cam groove 18 in thecontrol valve 10 responsive to linear motion of the moveable centershaft 14 thereby creating rotating motion to activate the control valve10. The angled cam groove 18 is cut through the base of the controlvalve 10 to translate linear motion by the dowel pin 16 into rotationalmotion in the control valve 10. For example, the angled cam groove 18can include an angle cut with edges at sharp radii through the circularbase of the control valve 10.

Additional ports such as the ports with port openings 32 b-32 e eachinclude the control valve 10 of the present invention. In the exemplaryembodiment of FIG. 1 a, the ports with port openings 32 d and 32 e wouldhave a control valve oriented in the opposite direction as the controlvalve 10 in port opening 32 a. These control valves would have an angledcam groove to create opposite rotational direction from the controlvalve 10 in port opening 32 a.

Advantageously, the present invention utilizes the moveable center shaft14 with multiple dowel pins 16 to activate all control valves 10. In anexemplary embodiment for a V6 type engine, there are six control valvesengaged by six dowel pins attached to the moveable center shaft, and thecenter shaft is configured to activate all six control valves withlinear motion. Further, these control valves are not attached to thecenter shaft 14 with screws thus eliminating a tolerance stack-upproblem during assembly.

FIGS. 2 a-2 b illustrate cross-sectional perspective views of an engineintake manifold 5 with the control valve 10 restricting and allowing airflow, according to an exemplary embodiment of the present invention. InFIG. 2 a, the center shaft 14 is engaged in a first position therebycausing the control valve 10 to restrict air flow in the port 36. Here,the control valve 10 is rotated to almost close the port opening 22preventing a free flow of air in the port 36 from the port opening 32.In FIG. 2 b, the center shaft 14 is engaged in a second position therebycausing the control valve 10 to allow unrestricted air flow in the port36. Here, the control valve is rotated back to open the port 36 allowingair to flow unrestricted from the port opening 32 to the port opening22.

As described herein, restricting the air flow increases the velocity ofthe air through the ports 36. The air flows from the port opening 32 andis constrained by the control valve 10 while the valve 10 is engagedcausing velocity to increase through the port 36 to the port opening 22.Here, the combustion chamber (not shown) receives the increased velocityair from the port opening 22 at a higher speed causing tumble and swirl(also known as charge motion). Advantageously, this provides a modestincrease in efficiency for the combustion rate, improving fuel economy,idle quality, and combustion stability. Also, the present inventionprovides a benefit because the center shaft 14, tube shaft 12, andcontrol valves 10 are located outside of the primary air flow of port 36thereby not interfering with the air flow when disengaged. Other designsplace the shaft in the middle of the port creating a restriction of airflow that impacts performance at high RPM.

FIGS. 3 a-3 b illustrate front and side perspective views of themanifold lower housing 20 equipped with control valves 10. FIG. 3 aillustrates a frontal perspective view of the manifold lower housing 20with port 36 a shown cut-through to illustrate the orientation of thecontrol valve 10 a. The control valve 10 a engages the moveable centershaft 14 through the dowel pin 16. The port 36 a is the actual portshape opening in the manifold lower housing 20 where the openings in themanifold upper housing 30 meet to form the entire port.

FIG. 3 b illustrates a side perspective view of the manifold lowerhousing 20 in an exemplary embodiment for a V6-type engine with sixcontrol valves 10 a-10 f each engaged with the moveable center shaft 14through dowel pins 16 (not shown). As described herein, the moveablecenter shaft 14 is configured to move linearly through the stationarytube shaft 12. Dowel pins 16 on the moveable center shaft 14 engage theangled cam groove (not shown) in each of the control valves 10 a-10 f totranslate linear motion into rotational motion in each valve 10 a-10 f.The stationary tube shaft 12 can be secured to the manifold lowerhousing 20 to prevent movement in the shaft 12 as the control valves 10a-10 f rotate.

Advantageously, the moveable center shaft 14 operates valves 10 a-10 ffor both sides of the manifold lower housing 20 without using gears orlinkages which can suffer from performance degradation due to air gapsbetween linkages. Additionally, only one motor and sensor are requiredfor all valves 10 a-10 f. The motor (as shown in FIGS. 11 a-11 b) isconfigured to move the center shaft 14 linearly and the sensor (as shownin FIGS. 11 a-11 b) is configured to sense the position of the valves 10a-10 f based upon the location of the center shaft 14.

FIGS. 4 a-4 b illustrate bottom perspective views of a portion of themanifold lower housing 20 equipped with control valves 10 d and 10 erestricting and allowing air flow according to an exemplary embodimentof the present invention. In FIG. 4 a, the control valves 10 d and 10 eare restricting air flow through ports 36 d and 36 e. Also, the controlvalves 10 a and 10 b (not shown) in port openings 36 a and 36 b arerestricting air flow. Here, the moveable center shaft 14 is in a firstposition to activate the control valves 10 a, 10 b, 10 d, and 10 e. InFIG. 4 b, the control valves 10 d and 10 e are open allowing air to flowfreely in ports 36 d and 36 e. Also, the control valves 10 a and 10 b(not shown) in port openings 36 a and 36 b are allowing unrestricted airflow. The moveable center shaft 14 is in a second position to open theports 36 a, 36 b, 36 d, and 36 e. A portion of each of the ports 36 a,36 b, 36 d, and 36 e is cut away to allow the control valves 10 a, 10 b,10 d, and 10 e to open and close within the ports.

FIGS. 5 a-5 b illustrate top diagonal perspective views of a portion ofthe manifold lower housing 20 equipped with control valves 10 a, 10 b,10 d, and 10 e restricting and allowing air flow, and illustrating viewsof the base of the control valves 10 a, 10 b, 10 d, and 10 e to show theangled cam grooves 18 a, 18 b, 18 d, and 18 e. Angled cam grooves 18 a,18 b, 18 d, and 18 e are oriented to slant away from the face of thecontrol valve 10. This orientation allows linear movement by the centershaft 14 to cause the dowel pins to engage the angled cam grooves 18 a,18 b, 18 d, and 18 e in the base of the control valves 10 a, 10 b, 10 d,and 10 e to rotate the valves 10 a, 10 b, 10 d, and 10 e.

FIG. 5 a illustrates a top diagonal view looking at the control valves10 a and 10 b while they are engaged to restrict airflow, and controlvalves 10 d and 10 e are in the background to restrict airflow as wellin ports 36 d and 36 e. FIG. 5 b illustrates the same view with controlvalves 10 a and 10 b not engaged resting against the inside wall of themanifold lower housing 20 allowing air to freely flow. Also, controlvalves 10 d and 10 e are not engaged allowing free air flow throughports 36 d and 36 e.

The top of the manifold lower housing 20 includes roll pin holes 52which can support a pressed fit roll pin in the manifold lower housing20 operable to secure the tube shaft 12 in place to prevent the tubeshaft 12 from pivoting while the valves 10 a, 10 b, 10 d, and 10 eengage and disengage. Only one roll pin hole 52 is required to securethe tube shaft 12, but additional roll pin holes 52 prevent twisting andcorkscrewing of the tube shaft 12. Also, the top of the manifold lowerhousing 20 includes slots 54 which can be used to insert the dowel pinsinto the moveable center shaft 14 once the tube shaft 12 slides throughopening 64 in the control valve 10, and the tube shaft 12 is correctlypositioned in the manifold lower housing 20.

FIG. 6 illustrates a top view of the base of control valves 10 a and 10b showing dowel pins 16 a and 16 b engaged in angled cam grooves 18 aand 18 b. The dowel pins 16 a and 16 b are attached to the moveablecenter shaft 14. The moveable center shaft 14 fits into the stationarytube shaft 12. The tube shaft 12 includes a slot 62 through which thedowel pins 16 a and 16 b fit and slide linearly while engaging theangled cam grooves 18 a and 18 b.

FIG. 7 illustrates a top view of the manifold lower housing 20 with sixcontrol valves 10 a-10 f for a V6 engine according to an exemplaryembodiment of the present invention. As described herein, the tube shaft12 is stationary and houses the moveable center shaft 14 which includesone dowel pin for each control valve 10 a-10 f . The dowel pins engagethe control valves 10 a-10 f along the angled cam grooves 18 a-18 f suchthat linear motion of the moveable center shaft 14 engages anddisengages all six control valves 10 a-10 f Additionally, the presentinvention can be utilized on other engines such as, for example, V4, V8,in-line, or the like.

FIGS. 8 a-8 b illustrate perspective views of the stationary tube shaft12 with bases of control valves 10 encompassing the tube shaft 12 withthe control valves 10 inside the manifold lower housing 20. FIG. 8 aillustrates a view of the base of one control valve 10 showing how thedowel pin 16 engages the angled cam groove 18. As described herein, thetube shaft 12 includes the moveable center shaft 14 inside the hollowtube of the tube shaft 12. The slot 62 of the tube shaft 12 is arectangular shaped opening through which the dowel pin 16 engages theangled cam groove 18 of the control valve 10. The dowel pin 16 isphysically attached to the moveable center shaft 14 and is configured tomove linearly along the slot 62 as the moveable center shaft 14 moveslinearly. This motion causes the dowel pin 16 to engage the angled camgroove 18 activating a rotation about the base of the control valve 10causing the control valve to engage or disengage. Each adjacent controlvalve 10 is oriented in the opposite direction due to valve location onthe manifold lower housing 20. The control valves 10 can be oriented inany direction as required for the port locations with the angled camgrooves 18 oriented appropriately to engage and disengage the valves 10based on the linear motion of the center shaft 14.

FIG. 8 b illustrates the same diagram as FIG. 8 a with the manifoldlower housing 20 shown with the tube shaft 12 located inside themanifold lower housing 20. As described herein, the tube shaft 12 issecured to the manifold lower housing 20 to stay stationary while thecenter shaft 14 is moved linearly to engage and disengage the controlvalves 10. A motor or the like can be placed at the end of the manifoldlower housing 20 attached to the center shaft 14 to activate all controlvalves 10.

FIGS. 9 a-9 b illustrate perspective views of the base of the controlvalve 10 and a side view of the control valve 10 showing the relativeposition of the control valve 10 engaged and disengaged. As describedherein, the tube shaft 12 is stationary and the movable center shaft 14is located within the tube shaft 12. The dowel pin 16 engages the angledcam groove 18 of the control valve 10 through the slot 62 in the tubeshaft 12, and the dowel pin 16 is fixed to the center shaft 14. Theangled cam groove 18 is positioned such that the dowel pin 16 engagesthe control valve 10 thereby rotating the valve 10. For example, the camgroove 18 is angled with radii at sharp edges allowing the dowel pin 16to slide through the groove 18.

Linear motion by the center shaft 14 causes the dowel pin 16 to engageand disengage the control valve 10 as shown in FIGS. 9 a-9 b. With thedowel pin 16 located on the right end of the slot 62 of the tube shaft12, the control valve 10 is in a first position as shown in FIG. 9 a. Asthe dowel pin 16 engages the angled cam groove 18 of the control valve10 by moving the center shaft 14 towards the left, the control valve 10rotates to a second position as shown by the dotted line in FIG. 9 a.

FIGS. 10 a-10 c illustrate perspective views of exemplary embodiments ofcontrol valves 10. The control valve 10 includes a base 68 with acircular base opening 64 and a flap 66 attached to the base 68. Thecontrol valve 10 can be a single molded plastic piece, an aluminum diecast, or other metals as well with the base 68 and the flap 66physically attached as a single unit or integrally formed. The circularbase opening 64 is sized to fit the tube shaft 12 through it, lining upthe slot 62 of the tube shaft 12 with the angled cam groove 18 in thebase 68. The dowel pin 16 is configured to engage the base 68 of thecontrol valve 10 through the angled cam groove 18.

FIGS. 11 a-11 b illustrate the manifold lower housing 20 includingmotors 72 and 74 configured to actuate the moveable center shaft 14 andsensors 76 to sense the position of the control valves based on theposition of the center shaft 14. FIG. 11 a illustrates a linearinduction motor 72 configured on one end of the manifold lower housing20 and coupled to the center shaft 14. The linear induction motor 72 isconfigured to linearly move the center shaft 14 thereby activating thecontrol valves 10 by engaging the dowel pins 16 connected to the centershaft 14 through the angled cam grooves 18 in the base of each valve 10.The motor 72 can be located on either side of the manifold lower housing20, and for illustration purposes is shown on the right side in FIGS. 11a and 11 b. FIG. 11 b illustrates a rotating motor 74 with an armconnected to the center shaft 14 to translate rotating motion in themotor 74 into linear motion in the center shaft 14. Additionally,sensors 76 such as Hall Effect sensors or the like can be located ateither end or along the center shaft 14 to sense multiple positions.Advantageously, the present invention only requires one sensor todetermine the first and second position of the center shaft 14.

FIG. 12 illustrates an exemplary assembly method 80 for assembling anair induction system of the present invention. Advantageously, thepresent invention is assembled without attaching the control valves withscrews, thus eliminating a problem with tolerance stack-up at assembly.Further, the present invention can be manufactured with metals orplastics or any combination as necessary. The exemplary assembly method80 starts by placing control valves in the intake ports of a manifoldlower housing, as depicted in step 81. One control valve is place ineach port such that the opening in the base of the control valve linesup with an opening in the manifold lower housing, for the shafts. Forexample, there can be 4, 6, or 8 ports for a V4, V6, or V8 respectively.Next, a tube shaft is threaded through the manifold lower housing, andthrough the openings in the base of the control valves, as depicted instep 82.

A moveable center shaft is threaded through the center of the tubeshaft, as depicted in step 83. As discussed herein, the tube shaftincludes a hollow center sized to fit the moveable center shaft. Next,the tube shaft is moved to expose its slot openings in the manifoldlower housing slot openings, as depicted in step 84. The manifold lowerhousing can include a small slot opening outside the port which can beused to expose the slot opening in the tube shaft. The pin holes in themoveable shaft are lined up with the slot openings in the tube shaft andslot openings in the manifold lower housing, as depicted in step 85.This is done by rotating and sliding the moveable center shaft asrequired to line up the pin holes through the exposed slot openings inthe manifold lower housing, and the tube shaft. Pins are inserted in thepin holes of the moveable center shaft, as depicted in step 86. Forexample, the pins can include dowel pins.

The moveable center shaft is moved back, engaging a groove in the baseof each control valve with the pins, as depicted in step 87. Here, thepin is positioned in the groove (e.g., angled cam groove) in the base ofthe control valves. Once engaged, the pin translates linear motion fromthe moveable center shaft to rotational motion in the control valvethrough the groove. Finally, the tube shaft is re-positioned to line-upwith the roll pin holes in the manifold lower housing and roll pins areinserted, as depicted in step 88.

Although the present invention has been illustrated and described hereinwith reference to preferred embodiments and specific examples thereof,it will be readily apparent to those of ordinary skill in the art thatother embodiments land examples may perform similar functions and/orachieve like results. All such equivalent embodiments and examples arewithin the spirit and scope of the present invention and are intended tobe covered by the following claims.

1. An air induction method utilizing a single shaft and sensor toactivate all air control valves, the method comprising the steps of:selectively moving a moveable center shaft to a first position to engagea plurality of control valves to restrict air flow through intake portsof an intake manifold; and selectively moving the moveable center shaftto a second position to disengage the plurality of control valves toallow air flow through intake ports of the intake manifold; wherein themoveable center shaft is configured to engage an angled cam groove inthe base of each of the plurality of control valves with a dowel pin,and wherein the angled cam groove comprises radii at sharp edgesoperable to translate linear motion of the moveable center shaft toengage and disengage the plurality of control valves.
 2. The airinduction method of claim 1, wherein the moveable center shaft isconfigured to engage and disengage the plurality of control valves onboth sides of a ‘V’-type engine intake manifold.
 3. An assembly methodfor an air induction system utilizing a single shaft and sensor toactivate all air control valves, the method comprising the steps of:placing a plurality of control valves in ports in a manifold lowerhousing; threading a tube shaft through an opening in the manifold lowerhousing and through the bases of the plurality of control valves;threading a moveable center shaft through the center of the tube shaft;moving the tube shaft to expose slot openings of the tube shaft in slotopenings of the manifold lower housing; lining up pin holes in themoveable center shaft with the slot openings in the tube shaft;inserting pins in the pin holes in the moveable center shaft; moving themoveable center shaft back to engage a groove in the base of each of theplurality of control valves with the pins; re-positioning tube shaft toline up with holes in the manifold lower housing; and inserting rollpins in the holes in the manifold lower housing.